JPH09509716A - Method for reducing fuel pressure in a fuel injector - Google Patents

Method for reducing fuel pressure in a fuel injector

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Publication number
JPH09509716A
JPH09509716A JP8519396A JP51939695A JPH09509716A JP H09509716 A JPH09509716 A JP H09509716A JP 8519396 A JP8519396 A JP 8519396A JP 51939695 A JP51939695 A JP 51939695A JP H09509716 A JPH09509716 A JP H09509716A
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Prior art keywords
pressure
valve
chamber
control
fuel
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Pending
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JP8519396A
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Japanese (ja)
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ドルマー オイゲン
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of JPH09509716A publication Critical patent/JPH09509716A/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

(57)【要約】 高圧フィードポンプ（１）によって高圧蓄え室（Ｃｏｍｍｏｎ Ｒａｉｌ）（７）に形成された燃料高圧を、高圧蓄え室（７）に接続された噴射弁（１１）における噴射過程を制御するために必要となる制御弁（３１）を介して、リザーバタンク（５）へ放圧して、内燃機関の停止後に燃料噴射装置内の燃料圧を減圧させるための方法。このために制御弁（３１）は、この制御弁が噴射弁（１１）の圧力室（２９）を短時間、高圧蓄え室（７）またはリザーバタンク（５）に接続されるように制御され、しかもこの場合、噴射弁（１１）の弁部材（１５）を開放方向で負荷する圧力が噴射弁（１１）の開放圧よりも低く維持され、制御弁（３１，３２３）のこの制御過程が、高圧蓄え室（７）内で所望の圧力が得られるまで繰り返される。 (57) [Summary] The high pressure fuel formed in the high pressure storage chamber (Common Rail) (7) by the high pressure feed pump (1) is injected through the injection process in the injection valve (11) connected to the high pressure storage chamber (7). A method for releasing pressure to a reservoir tank (5) through a control valve (31) required for control to reduce the fuel pressure in a fuel injection device after the internal combustion engine is stopped. For this purpose, the control valve (31) is controlled such that the control valve connects the pressure chamber (29) of the injection valve (11) to the high-pressure storage chamber (7) or the reservoir tank (5) for a short time. Moreover, in this case, the pressure that loads the valve member (15) of the injection valve (11) in the opening direction is kept lower than the opening pressure of the injection valve (11), and this control process of the control valve (31, 323) is This is repeated until the desired pressure is obtained in the high pressure storage chamber (7).

Description

【発明の詳細な説明】 燃料噴射装置内の燃料圧を 減圧させるための方法 背景技術 本発明は、請求項１の上位概念部に記載の形式の、内燃機関に用いられる燃料 噴射装置から出発する。このような形式の燃料噴射装置は、専門誌「ＡＴＺ／Ｍ ＴＺ ゾンダーヘフト・モトーア・ウント・ウムベルト（Ｓｏｎｄｅｒｈｅｆｔ Ｍｏｔｏｒ ｕｎｄ Ｕｍｗｅｌｔ）１９９２年、第２８頁〜第３０頁に基づ き公知である。この公知の燃料噴射装置では、高圧フィードポンプが高圧蓄え器 をリザーバタンクからの燃料で充填する。高圧蓄え器（Ｃｏｍｍｏｎ−Ｒａｉｌ ）からは、圧力管路が延びていて、この圧力管路は燃料を供給されるべき内燃機 関の燃焼室に突入した個々の噴射弁に通じている。これらの噴射弁はこの公知の 燃料噴射装置では、第１の通路を介して、噴射弁の弁部材を開放方向で負荷する 第１の圧力室に直接に開口しており、さらに第２の通路を介して、弁部材を閉鎖 方向で負荷しかつ制御室を形成する第２の圧力室に接続可能である。この第２の 通路には、３ポート２位置制御弁が挿入されている。この３ポート２位置制御弁 は弁部材に設けられた制御室を、高圧蓄え器から出発 した圧力管路に接続するか、またはリザーバタンクへの放圧管路に接続する。こ の３ポート２位置制御弁は電磁弁によって操作される。この電磁弁は内燃機関の 種々の運転パラメータを処理する電子制御装置によって制御される。 噴射弁は制御室と高圧蓄え器との接続によって閉鎖状態に保持される。このた めには、弁部材の、制御室に突入した受圧面が、第１の圧力室に突入した、開放 方向における受圧面よりも大きく形成されている。 噴射弁において噴射を行ないたい場合、制御弁は制御室を放圧管路に接続する ので、制御室内の高圧はこの放圧管路を介してリザーバタンクへ放圧される。こ の場合、噴射経過を制御するためには、さらに絞りが放圧管路に設けられている 。制御室内での圧力の減少により、高圧蓄え器に常時接続された第１の圧力室内 の圧力に基づき、弁部材の開放行程運動が生ぜしめられるので、噴射弁に設けら れた噴射横断面は開制御される。この噴射横断面を介して燃料は高い圧力で内燃 機関の燃焼室に噴射される。噴射は制御弁を再び切り換えかつ制御室を高圧蓄え 器に接続することによって終了される。この接続の経過において、再び制御室内 に燃料高圧が形成されるので、弁部材は閉鎖位置へ戻される。しかし、この公知 の燃料噴射装置には、次のような欠点がある。すなわち、内燃機関の停止後でも システム内には高い燃料圧が長時間維持されてしまい 、このことは保守作業もしくは修理作業を極めて危険にするので、公知のシステ ムは通常の安全性要件を満たしていない。 発明の利点 請求項１の特徴部に記載の、燃料噴射装置内の燃料圧を減圧させるための本発 明による方法は、次のような利点を持っている。すなわち、内燃機関の停止後に 高圧蓄え器および高圧蓄え器に接続されたシステム内の高圧を、危険のない低い 圧力レベルにまで減圧させることが可能となる。このことは、システム内に既存 の構成部分を用いて行なわれるので、公知の別の手段とは異なり、付加的な圧力 弁や別な管路は必要とならない。このことは、特に製造手間を減少させ、ひいて は噴射装置のコストをも減少させる。 圧力の放圧はこの場合、制御弁と、噴射弁の圧力室とを介してリザーバタンク へ行なわれると有利である。このためには、内燃機関の停止後に電子制御装置に おいて、制御弁を操作する電磁弁の別の制御可能性が設定されるだけで済む。制 御弁の制御はこの場合、弁部材の持ち上げのために必要となる圧力が噴射弁に形 成され得ないように短時間で行なわれる。このことは、構造に応じて弁部材に設 けられた制御室の短時間の放圧によるか、または開放方向で弁部材に作用する圧 力室の短時間の圧力負荷によって行なわれる。この放圧もしくは圧力負荷に続い て、制御室の再充填もしく は圧力室の放圧が行なわれるので、放圧管路を介して高圧を連続的にリザーバタ ンクへ減圧させることができる。この場合、制御弁のできるだけ短時間の制御を 達成するためには、電子制御装置が電磁弁を高い周波数で制御する。この高い周 波数は２つの部分から成る制御（前噴射、主噴射）および高い機関回転数の想定 により達成されると有利である。この場合、内燃機関の全ての噴射弁がこの放圧 過程に関与されている。個々の制御弁の制御は順次に、有利には個々のシリンダ の点火順序で行なわれる。 この場合、燃料が管路システムから逃出し得るが、しかし噴射は行なわれない ように極めて短時間に制御時間が設定されることを保証するためには、放圧過程 時に高圧システム内の圧力が少なくとも１つの圧力センサによって監視される。 この圧力センサは電子制御装置に接続されており、電子制御装置は制御弁を操作 する電磁弁の制御時間を、存在するシステム圧に適合させる。このような適合に より、放圧時間を短縮することが可能となるので有利である。なぜならば、シス テム内の比較的低い圧力では電磁弁の制御時間を既に延長することができるから である。 本発明の対象の別の利点および有利な構成は実施例の説明、図面および請求の 範囲に記載されている。 図面 以下に、燃料を供給されるべき内燃機関の停止後に 燃料圧を減圧させるための方法を実施するための本発明による燃料噴射装置の３ つの実施例を図面につき詳しく説明する。 第１図は、第１実施例を概略的に示しており、この場合、噴射弁が、互いに逆 方向で噴射弁の弁部材に作用する２つの圧力室を有しており、両圧力室のうち第 １の圧力室が高圧システムに常時接続されており、弁部材の行程運動を制御する 第２の圧力室が、３ポート２位置制御弁によって高圧システムまたはリザーバタ ンクに接続可能である。 第２図は、第２実施例を第１図と同様の概略図で示しており、この場合、第２ の圧力室が２ポート２位置制御弁によってリザーバタンクに接続可能である。 第３図は、第３実施例を概略図で示しており、この場合、弁部材をばね力に抗 して開放方向で負荷する唯一つの圧力室しか設けられおらず、この圧力室が３ポ ート２位置制御弁によって高圧システムまたはリザーバタンクに接続可能である 。 第４図は、電磁弁の制御信号の時間、電磁弁ニードル行程の時間およびシステ ム内の圧力が時間との関係で示されている線図である。 実施例の説明 第１図に示した第１実施例による燃料噴射装置では、圧力制御可能な高圧フィ ードポンプ１が燃料をリザーバタンク５から高い圧力で圧送管路３を介して高圧 蓄え室７（Ｃｏｍｍｏｎ Ｒａｉｌ）に圧送する。この高圧蓄え室７からは、噴 射個所の数に対応する複数の圧力管路９が導出されて、燃料を供給されるべき内 燃機関の燃焼室に突入した個々の噴射弁１１に通じている。 噴射弁１１は、ガイド孔１３内で軸方向に移動可能なピストン状の弁部材１５ を有している。この弁部材１５の一方の端部は、円錐状の弁シール面１７を備え ている。この弁シール面１７で弁部材１５は噴射弁１１のハウジング２１に設け られた弁座面と協働する。この場合、公知の形式で噴射開口（図示しない）が下 流側で弁座１９に続いている。弁部材１５は、ガイド孔１３の内部に形成された ２つの圧力室に突入している。両圧力室のうち、弁部材１５を開放方向で負荷す る第１の圧力室２３は、弁部材１５の横断面減小部によって形成されている。こ の第１の圧力室２３は、圧力管路９に開口した圧力通路２５を介して高圧蓄え室 ７に常時接続されていて、公知の形式で弁部材１５とガイド孔１３との間の環状 ギャップを介して弁座１９にまで続いている。弁部材１５は真ん中の範囲で、燃 料高圧に対してシールされたばね室２６を貫通している。このばね室２６には、 弁部材１５を閉鎖方向で負荷する弁ばね２８が配置されている。 弁部材１５の、弁座１９とは反対の側の端部は、横断面拡大部を有している。 この横断面拡大部の、弁座 １９とは反対の側の端面２７は、制御室２９を形成して弁部材１５を閉鎖方向で 負荷する第２の圧力室を仕切っている。この第２の圧力室は接続通路３０を介し て３ポート２位置制御弁３１に接続されている。この３ポート２位置制御弁３１ は制御室２９を、放圧室として働くリザーバタンク５に通じた、絞り３３を有す る放圧管路３５に接続するか、または高圧蓄え室７の圧力管路９に接続する。こ の場合、絞りを有しない放圧管路も同じく可能である。３ポート２位置制御弁３ １は電磁石３７によって操作され、この電磁石３７は電子制御装置３９によって 制御される。この電子制御装置３９は、燃料を供給されるべき内燃機関の、セン サ４１を介してこの電子制御装置３９に供給される種々の運転パラメータ（回転 数、アクセルペダル位置等）を処理する。この場合、高圧システム内部の圧力を も検出して、処理できるようにするために、さらに高圧蓄え室７に圧力センサ４ ３が挿入されている。 この燃料噴射装置は内燃機関の運転時に公知の形式で作動する。この場合、高 圧フィードポンプ１はまず高圧蓄え室７を高い圧力下にある燃料で充填する。こ の燃料高圧は圧力管路９を介して個々の噴射弁１１にまで伝播して、この場所で 第１の圧力室２３を負荷する。弁部材１５は弁ばね２８のばね力と、３ポート２ 位置制御弁３１によって圧力管路９に接続された制御室２９内の圧力とに基づき 、噴射弁１１の閉じられた 状態において弁座１９に接触保持される。この場合、弁部材１５の、制御室２９ に突入した端面２７は、第１の圧力室２３を仕切る環状肩部よりも大きく形成さ れている。 噴射弁１１で燃料噴射を行ないたい場合には、制御室２９が３ポート２位置制 御弁３１によって放圧管路３５に接続されるので、制御室２９内の圧力はリザー バタンク５へ放圧される。その結果、開放方向で弁部材１５に作用する、圧力室 ２３内の圧力は閉鎖方向で弁部材１５に作用する力を上回るので、弁部材１５は 弁座１９から持ち上がり、燃料が噴射開口を介して噴射される。この場合、絞り ３３の寸法設定により制御室２９の放圧過程、ひいては弁部材１５の開放行程運 動に影響を与えることができる。 噴射過程の終了は３ポート２位置制御３１を再び切り換えることにより行なわ れる。この３ポート２位置制御弁３１は制御室２９を再び圧力管路９に接続する ので、制御室２９には再び弁部材１５を弁座１９に戻す高圧が形成される。 第４図に示した線図につき、内燃機関の停止後の高圧蓄え室７および圧力管路 ９における、本発明による減圧法に関して説明する。第４図には、電磁石３７の 制御信号の時間（ＭＶ）と、電磁石３７によって操作される３ポート２位置制御 弁３１のニードル行程（ＮＨ）と、高圧蓄え室７における圧力経過（ΔＰ）とが 時間（ｔ）との関係で示されている。この場合、電子制御装置３９は燃料を供給 されるべき内燃機関の停止後に電磁石３７を高い周波数で制御する。このような 周波数は、たとえば分割された制御（前噴射および主噴射）によって達成するこ とができる。電磁石３７を短時間通電することにより、３ポート２位置制御弁３ １の、この電磁石３７によって操作される弁部材は弾道状のニードル行程（ＮＨ ）しか実施しないので、この３ポート２位置制御弁３１は制御室２９と放圧管路 ３５との間の接続を完全には開放しない。こうして、噴射弁１１の弁部材１５を 弁座１９から持ち上げるために圧力室２３に対する差圧が十分となる程度にまで は制御室２９内の圧力が低下しないことが保証される。制御室２９と放圧管路３ ５との接続のこのような短時間の開制御により、燃料高圧の一部は制御室２９か らリザーバタンク５へ放圧される。このような短時間の開制御の後に、制御室２ ９は再び圧力管路９に接続されて、高いシステム圧で充填される。 制御室２９と放圧管路３５とのこのような短時間の開制御は、高圧蓄え室７内 の燃料高圧が規定の値（ΔＰ）にまで低下するまで行なわれる。個々の噴射弁１ １は順次に制御され、このことは、たとえば内燃機関の個々のシリンダの点火順 序で行なうことができる。 減圧の過程は圧力センサ４３を介して電子制御装置３９によって監視される。 この電子制御装置３９は高 圧蓄え室７内に存在する圧力に関連して３ポート２位置制御弁３１の制御時間を 調整する。電磁石３７は高い圧力の場合に、低い圧力の場合よりも短時間で制御 されるので、最適な排出時間が得られると同時に、燃料噴射も確実に回避され得 る。 本発明による方法を実施するための、第２図に示した第２実施例による燃料噴 射装置は、噴射弁１１に設けられた制御室２９と、圧力管路９および放圧管路３ ５との接続形式ならびに制御弁の構造の点においてのみ、第１図に示した第１実 施例と異なっている。第２実施例では、制御弁が２ポート２位置制御弁４５とし て形成されており、制御室２９と放圧管路３５との接続を開制御もしくは閉制御 する。制御室２９は第１の絞り個所４７を有する接続管路４９を介して圧力管路 ９に接続されている。２ポート２位置制御弁４５に通じた接続通路３０には、第 ２の絞り個所５１が挿入されており、この第２の絞り個所５１の設定により、制 御室２９からリザーバタンク５への燃料の流出過程、ひいては弁部材１５の開放 行程運動が調節可能となる。 第２実施例による燃料噴射装置は第１実施例の場合と同様に作動する。この場 合、内燃機関の運転時に制御室２９と放圧管路３５との接続が、電磁石３７によ って制御される２ポート２位置制御弁４５によって開放されることに基づき、弁 部材１５は弁座１９から持 ち上げられて、噴射過程が行なわれる。 内燃機関の停止後の高圧蓄え室７の減圧は、第１実施例で説明したように制御 室２９と放圧管路３５との接続の短時間の開制御により行なわれるので、制御室 ２９を高圧蓄え室７から常時、後充填することにより、高圧蓄え室７の圧力を低 下させることができる。この場合にも、制御室２９の圧力の放圧は極めて短時間 でしか行なわれず、しかもこの場合、それぞれ噴射弁１１において噴射が行なわ れない程度にしか実施されない。 第３図に示した第３実施例による燃料噴射装置は噴射弁１１に設けられた、弁 部材１５に作用する１つの圧力室３２３しか有していない。この圧力室３２３の 、３ポート２位置制御弁３１によって制御される、高圧蓄え室７の圧力管路９と の接続を介して、公知の形式で弁部材１５の開放行程が、弁ばね２８のばね力に 抗して行なわれ、ひいては噴射弁１１の開放が行なわれる。それに対して、圧力 室３２３と放圧管路３５との接続が行われると、圧力の放圧が行なわれ、ひいて は噴射弁１１の閉鎖が行なわれる。この場合、放圧管路３５に挿入された圧力弁 ５３により、圧力室３２３内の規定の標準圧が保証される。内燃機関の停止後の 高圧蓄え室７における燃料高圧の減圧は、第３実施例では圧力室３２３と圧力管 路９との短時間の接続により行なわれる。しかしこの接続はやはり、一面では噴 射のために必要となる圧力室３２３内の圧力が形成され得ないように、他面では 圧力が放圧管路３５に設けられた圧力弁５３の開放圧よりも高くなるように短時 間で行なわれる。これにより、既に説明したように、３ポート２位置制御弁３１ を数回制御することによって放圧蓄え室７内の高圧を圧力弁５３の開放圧にまで 減少させることができる。 したがって、本発明による方法を用いると、コストのかかる付加的な圧力弁を 設けることなしに、燃料を供給されるべき内燃機関の停止後の噴射システムにお いて、安全性の理由から必要となる減圧を可能にすることができる。Detailed Description of the Invention                   The fuel pressure in the fuel injector                   Method for decompressing   Background technology   The invention relates to a fuel for use in an internal combustion engine of the type described in the preamble of claim 1. Depart from the injector. A fuel injection device of this type is available from the specialized magazine "ATZ / M". TZ Sonderheft Motoa und Umberto (Sonderheft   Motor und Umwelt) 1992, pp. 28-30 It is well known. In this known fuel injector, the high pressure feed pump is a high pressure accumulator. With fuel from the reservoir tank. High voltage accumulator (Common-Rail) ) From which a pressure line extends which is to be supplied with fuel by the internal combustion engine. It leads to the individual injection valves that plunge into the combustion chamber of Seki. These injection valves are In the fuel injection device, the valve member of the injection valve is loaded in the opening direction via the first passage. Directly opens to the first pressure chamber and closes the valve member via the second passage It is connectable to a second pressure chamber which loads in the direction and forms a control chamber. This second A 3-port 2-position control valve is inserted in the passage. This 3 port 2 position control valve Leaves the control room on the valve member from a high-pressure accumulator Connected to the pressure line, or to the pressure relief line to the reservoir tank. This The 3-port 2-position control valve is operated by a solenoid valve. This solenoid valve is It is controlled by an electronic control unit which processes various operating parameters.   The injection valve is kept closed by the connection between the control chamber and the high-pressure accumulator. others To open the valve member, the pressure-receiving surface of the valve member that protrudes into the control chamber protrudes into the first pressure chamber. It is formed larger than the pressure receiving surface in the direction.   The control valve connects the control chamber to the pressure relief line when it is desired to inject at the injection valve. Therefore, the high pressure in the control chamber is released to the reservoir tank through this pressure release line. This In the case of, in order to control the injection process, a throttle is further provided in the pressure release line. . The first pressure chamber that is always connected to the high pressure accumulator due to the decrease in pressure in the control chamber Since the opening stroke motion of the valve member is generated based on the pressure of The opened injection cross section is controlled to open. Through this injection cross section, the fuel is It is injected into the combustion chamber of the engine. The injection switches the control valve again and stores high pressure in the control chamber. It is terminated by connecting to the vessel. In the course of this connection, again in the control room Since a high fuel pressure is created at the valve member, the valve member is returned to the closed position. But this public The fuel injection device described above has the following drawbacks. That is, even after the internal combustion engine has stopped High fuel pressure is maintained in the system for a long time However, this makes maintenance or repair work extremely dangerous, and System does not meet normal safety requirements.   Advantages of the invention   The present invention for reducing the fuel pressure in the fuel injection device according to the characteristic part of claim 1. The Ming method has the following advantages. That is, after stopping the internal combustion engine The high pressure in the high-pressure accumulator and the system connected to the high-pressure accumulator, It is possible to reduce the pressure to the pressure level. This is already present in the system Since it is carried out using the components of the No valves or separate lines are needed. This particularly reduces the manufacturing effort and thus Also reduces the cost of the injector.   The pressure relief is in this case achieved via the control valve and the pressure chamber of the injection valve in the reservoir tank. Advantageously, To do this, the electronic control unit Here, only another controllability of the solenoid valve operating the control valve needs to be set. System The control of the control valve is such that the pressure required to lift the valve member is applied to the injection valve. It is done in a short time so that it cannot be done. This depends on the structure of the valve member. Pressure exerted on the valve member due to a short release of pressure in the control chamber or in the opening direction. This is done by a brief pressure load on the force chamber. Following this pressure release or pressure load Refilling the control room Since the pressure is released from the pressure chamber, the high pressure is continuously supplied to the reservoir via the pressure release line. The pressure can be reduced to the link. In this case, control the control valve as quickly as possible. To achieve this, the electronic controller controls the solenoid valve at a high frequency. This high lap Wave number control with two parts (pre-injection, main injection) and high engine speed assumption Advantageously, In this case, all the injection valves of the internal combustion engine are Be involved in the process. The control of the individual control valves is carried out sequentially, preferably individual cylinders. The ignition sequence is as follows.   In this case, fuel can escape from the line system, but no injection takes place In order to ensure that the control time is set to an extremely short time, Sometimes the pressure in the high pressure system is monitored by at least one pressure sensor. This pressure sensor is connected to the electronic control unit, which operates the control valve. The control time of the solenoid valve is adjusted to the existing system pressure. For such a fit This is advantageous because the pressure release time can be shortened. Because Sith Because the control time of the solenoid valve can already be extended at a relatively low pressure in the system It is.   Further advantages and advantageous configurations of the subject matter of the invention can be found in the description of the embodiments, the drawings and the claims. Listed in the range.   Drawing   After the stop of the internal combustion engine to be fueled, 3 of a fuel injector according to the invention for carrying out a method for reducing the fuel pressure One embodiment will be described in detail with reference to the drawings.   FIG. 1 schematically shows a first embodiment, in which the injection valves are Has two pressure chambers that act on the valve member of the injection valve in the direction of One pressure chamber is constantly connected to the high pressure system to control the stroke movement of the valve member. The second pressure chamber is a three port, two position control valve to allow the high pressure system or reservoir Can be connected to the link.   FIG. 2 shows a second embodiment in a schematic view similar to that of FIG. The pressure chamber can be connected to the reservoir tank by a 2-port 2-position control valve.   FIG. 3 shows a schematic diagram of a third embodiment, in which the valve member is resisted against spring force. Since there is only one pressure chamber that loads in the opening direction, this pressure chamber has 3 ports. Can be connected to a high pressure system or reservoir tank by a two-position control valve .   FIG. 4 shows the solenoid valve control signal time, solenoid valve needle stroke time and system. FIG. 4 is a diagram showing the pressure in the frame as a function of time.   Description of the embodiment   The fuel injection system according to the first embodiment shown in FIG. The fuel pump 1 pressurizes the fuel from the reservoir tank 5 at a high pressure through the pumping line 3 It is pumped to the storage chamber 7 (Common Rail). From this high-pressure storage chamber 7, A plurality of pressure lines 9 corresponding to the number of injection points should be led out and supplied with fuel. It communicates with each injection valve 11 that has entered the combustion chamber of the combustion engine.   The injection valve 11 includes a piston-shaped valve member 15 that is movable in the guide hole 13 in the axial direction. have. One end of this valve member 15 is provided with a conical valve sealing surface 17. ing. With this valve sealing surface 17, the valve member 15 is mounted on the housing 21 of the injection valve 11. Co-operate with the valve seat surface. In this case, the injection opening (not shown) is It continues to the valve seat 19 on the flow side. The valve member 15 is formed inside the guide hole 13. It rushes into two pressure chambers. Of the two pressure chambers, the valve member 15 is loaded in the opening direction. The first pressure chamber 23 is formed by the cross-section reduced portion of the valve member 15. This The first pressure chamber 23 of the high pressure storage chamber 23 is connected via the pressure passage 25 opened to the pressure pipe 9. 7, which is always connected to the ring 7, between the valve member 15 and the guide hole 13 in a known manner. It continues to the valve seat 19 through the gap. The valve member 15 is burned in the middle range. It passes through a spring chamber 26 which is sealed against high pressure. In this spring chamber 26, A valve spring 28 is arranged which loads the valve member 15 in the closing direction.   An end portion of the valve member 15 on the side opposite to the valve seat 19 has a cross section enlarged portion. The seat of this enlarged cross section The end face 27 opposite to 19 forms a control chamber 29 to close the valve member 15 in the closing direction. The second pressure chamber to be loaded is partitioned. This second pressure chamber is connected via the connection passage 30. Connected to the 3-port 2-position control valve 31. This 3 port 2 position control valve 31 Has a throttle 33 which leads the control chamber 29 to the reservoir tank 5 which acts as a pressure relief chamber To the pressure release line 35, or to the pressure line 9 of the high pressure storage chamber 7. This In the case of, a pressure relief line without a throttle is likewise possible. 3 port 2 position control valve 3 1 is operated by an electromagnet 37, which is controlled by an electronic control unit 39. Controlled. This electronic control unit 39 is a sensor for the internal combustion engine to be supplied with fuel. Various operating parameters (rotation Number, accelerator pedal position, etc.). In this case, the pressure inside the high pressure system In order to detect and process also the pressure sensor 4 in the high pressure storage chamber 7. 3 is inserted.   This fuel injector operates in a known manner when the internal combustion engine is operating. In this case, high The pressure feed pump 1 first fills the high pressure storage chamber 7 with fuel under high pressure. This The high fuel pressure of the fuel propagates through the pressure line 9 to the individual injection valves 11, where The first pressure chamber 23 is loaded. The valve member 15 receives the spring force of the valve spring 28 and the 3 port 2 Based on the pressure in the control chamber 29 connected to the pressure line 9 by the position control valve 31 , Injection valve 11 closed In the state, it is held in contact with the valve seat 19. In this case, the control chamber 29 of the valve member 15 The end surface 27 projecting into the inner wall of the first pressure chamber 23 is formed larger than the annular shoulder portion. Have been.   When it is desired to inject fuel with the injection valve 11, the control chamber 29 has a 3-port 2-position control. Since the control valve 31 is connected to the pressure release line 35, the pressure in the control chamber 29 is reserved. The pressure is released to the batank 5. As a result, the pressure chamber acting on the valve member 15 in the opening direction Since the pressure in 23 exceeds the force acting on the valve member 15 in the closing direction, the valve member 15 Lifted from the valve seat 19, fuel is injected through the injection opening. In this case, the aperture By setting the dimension of 33, the pressure release process of the control chamber 29, and thus the opening stroke operation of the valve member 15. Can influence movement.   The injection process is ended by switching the 3-port 2-position control 31 again. It is. This 3-port 2-position control valve 31 connects the control chamber 29 to the pressure line 9 again. Therefore, a high pressure for returning the valve member 15 to the valve seat 19 is formed in the control chamber 29 again.   According to the diagram shown in FIG. 4, the high pressure storage chamber 7 and the pressure line after the internal combustion engine is stopped The decompression method according to the present invention in No. 9 will be described. In FIG. 4, the electromagnet 37 Control signal time (MV) and 3-port 2-position control operated by electromagnet 37 The needle stroke (NH) of the valve 31 and the pressure course (ΔP) in the high pressure storage chamber 7 are It is shown in relation to time (t). In this case, the electronic control unit 39 supplies the fuel After stopping the internal combustion engine to be performed, the electromagnet 37 is controlled at a high frequency. like this The frequency can be achieved, for example, by split control (pre-injection and main-injection). Can be. By energizing the electromagnet 37 for a short time, the 3-port 2-position control valve 3 1, the valve member operated by the electromagnet 37 is a ball-like needle stroke (NH ), The 3-port, 2-position control valve 31 is installed in the control chamber 29 and the pressure release line. Do not completely open the connection with 35. Thus, the valve member 15 of the injection valve 11 To the extent that the pressure differential against the pressure chamber 23 is sufficient to lift it from the valve seat 19. Ensures that the pressure in the control chamber 29 does not drop. Control room 29 and pressure relief line 3 Due to such short-time open control of the connection with No. 5, a portion of the high pressure of the fuel is controlled by the control chamber 29. Pressure is released to the reservoir tank 5. After such short-time opening control, the control room 2 9 is again connected to the pressure line 9 and filled with high system pressure.   Such a short-time opening control of the control chamber 29 and the pressure release pipe 35 is performed in the high pressure storage chamber 7. Is continued until the fuel high pressure of is reduced to a specified value (ΔP). Individual injection valve 1 1 are controlled in sequence, which means, for example, the ignition sequence of the individual cylinders of an internal combustion engine. You can do it in the beginning.   The depressurization process is monitored by the electronic control unit 39 via the pressure sensor 43. This electronic control unit 39 is The control time of the 3-port 2-position control valve 31 is related to the pressure existing in the pressure accumulating chamber 7. adjust. The electromagnet 37 controls at high pressure in less time than at low pressure As a result, an optimum discharge time can be obtained and at the same time fuel injection can be reliably avoided. You.   A fuel injection according to a second embodiment shown in FIG. 2 for carrying out the method according to the invention. The injection device includes a control chamber 29 provided in the injection valve 11, a pressure line 9 and a pressure release line 3. 5 only in terms of the connection type with 5 and the structure of the control valve. It is different from the example. In the second embodiment, the control valve is the 2-port 2-position control valve 45. The control chamber 29 and the pressure release pipe 35 are connected to each other by open control or closed control. I do. The control chamber 29 is connected to the pressure line via a connecting line 49 having a first throttling point 47. 9 is connected. In the connection passage 30 leading to the 2-port 2-position control valve 45, The second throttle point 51 is inserted, and the setting of the second throttle point 51 controls The fuel outflow process from the chamber 29 to the reservoir tank 5, and thus the valve member 15 is opened. Adjustable stroke movement.   The fuel injection device according to the second embodiment operates in the same manner as in the first embodiment. This place When the internal combustion engine is operating, the connection between the control room 29 and the pressure release pipe 35 is made by the electromagnet 37. Based on being opened by the 2-port 2-position control valve 45 controlled by The member 15 is held from the valve seat 19. It is lifted and the injection process is performed.   The decompression of the high pressure storage chamber 7 after the internal combustion engine is stopped is controlled as described in the first embodiment. Since the connection between the chamber 29 and the pressure release line 35 is controlled by opening for a short time, the control chamber By constantly refilling the high pressure storage chamber 7 with 29, the pressure in the high pressure storage chamber 7 is reduced. Can be lowered. Also in this case, the pressure release of the control chamber 29 is extremely short. In this case, injection is performed in each injection valve 11. It is carried out only to the extent that it is not possible.   The fuel injection device according to the third embodiment shown in FIG. It has only one pressure chamber 323 acting on the member 15. Of this pressure chamber 323 And the pressure line 9 of the high-pressure storage chamber 7 controlled by the 3-port 2-position control valve 31 The open stroke of the valve member 15 is connected to the spring force of the valve spring 28 in a known manner via Against this, the injection valve 11 is opened. On the contrary, pressure When the chamber 323 and the pressure release line 35 are connected, pressure is released, and The injection valve 11 is closed. In this case, the pressure valve inserted in the pressure relief line 35 53 ensures a defined standard pressure in the pressure chamber 323. After stopping the internal combustion engine In the third embodiment, the pressure of the fuel high pressure in the high pressure storage chamber 7 is reduced by the pressure chamber 323 and the pressure pipe. This is done by a short connection with the path 9. However, this connection is still on one side On the other side, so that the pressure in the pressure chamber 323 needed for the firing cannot be built up. In order to make the pressure higher than the opening pressure of the pressure valve 53 provided in the pressure relief pipe 35, Done between. Thereby, as already described, the 3-port 2-position control valve 31 By controlling the pressure several times, the high pressure in the pressure release storage chamber 7 is increased to the opening pressure of the pressure valve 53. Can be reduced.   Therefore, with the method according to the invention, additional pressure valves, which are costly, are added. Without providing the injection system after the stop of the internal combustion engine to be supplied with fuel. In addition, it is possible to reduce the pressure required for safety reasons.

Claims (1)

【特許請求の範囲】 １．燃料を高圧蓄え室（７）へ圧送するためのポンプ（１）が設けられており 、該高圧蓄え室（７）から噴射弁（１１）にまで圧力管路が導出されており、該 噴射弁（１１）による燃料噴射を制御する制御弁（３１）が噴射弁（１１）に設 けられており、該制御弁（３１）が制御の目的で、噴射弁（１１）の弁部材（１ ５）を負荷する、噴射弁（１１）に設けられた圧力室（２９，３２３）を高圧蓄 え室（７）に接続するか、またはリザーバタンク（５）への放圧管路（３５）に 接続するように構成された、内燃機関に用いられる燃料噴射装置内の燃料圧を減 圧させるための方法において、内燃機関の停止後およびポンプ（１）の圧送終了 後に制御弁（３１）を介して高圧蓄え室（７）内の圧力をリザーバタンク（５） へ放圧し、このために制御弁（３１）により、噴射弁（１１）の圧力室（２９， ３２３）を短時間、高圧蓄え室（７）に接続するか、またはリザーバタンク（５ ）に接続し、しかもこの場合、噴射弁（１１）の弁部材（１５）を開放方向で負 荷する圧力を噴射弁（１１）の開放圧よりの下に維持し、制御弁（３１，３２３ ）のこの制御過程を、高圧蓄え室（７）内の、減圧された所望の圧力が得られる まで繰り返すことを特徴とする、燃料噴射装置内の燃料圧を減圧させるための方 法。 ２．請求項１に記載の方法を実施するための燃料噴射装置において、噴射弁（ １１）に、噴射弁部材（１５）を負荷する２つの圧力室が設けられており、両圧 力室のうち、弁部材（１５）を開放方向で負荷する第１の圧力室（２３）が、高 圧蓄え室（７）に常時接続されており、制御室（２９）を形成しかつ弁部材（１ ５）を閉鎖方向で負荷する第２の圧力室が、３ポート２位置弁として形成された 制御弁（３１）によって高圧蓄え室（７）または放圧室（５）に接続可能である ことを特徴とする、燃料噴射装置。 ３．請求項１に記載の方法を実施するための燃料噴射装置において、噴射弁（ １１）に、噴射弁部材（１５）を負荷する２つの圧力室が設けられており、両圧 力室のうち、弁部材を開放方向で負荷する第１の圧力室（２３）が、高圧蓄え室 （７）に常時接続されており、制御室（２９）を形成しかつ弁部材（１５）を閉 鎖方向で負荷する第２の圧力室が、第１の絞り（４７）を有する接続管路（４９ ）を介して高圧蓄え室（７）に常時接続されており、さらに第２の圧力室が、２ ポート２位置弁（４５）として形成された制御弁によって放圧室（５）に接続可 能であることを特徴とする、燃料噴射装置。 ４．請求項１に記載の方法を実施するための燃料噴射装置において、噴射弁（ １１）に、弁部材（１５）を開放方向で負荷する圧力室（３２３）が設けられて おり、該圧力室（３２３）が、３ポート２位置弁（３１）として形成された制御 弁によって高圧蓄え室（７）または放圧室（５）に接続可能であることを特徴と する、燃料噴射装置。 ５．放圧室（５）に通じた放圧管路（３５）に、放圧室（５）の方向に開く圧 力弁（５３）が配置されている、請求項４記載の燃料噴射装置。 ６．制御弁（３１，４５）が、該制御弁（３１，４５）を操作する電磁石（３ ７）に接続されており、該電磁石（３７）が、内燃機関の運転パラメータを処理 する制御装置（３９）によって制御される、請求項２から４までのいずれか１項 記載の燃料噴射装置。 ７．制御装置（３９）に接続された圧力センサ（４３）が設けられており、該 圧力センサ（４３）が、有利には高圧蓄え室（７）に挿入されている、請求項６ 記載の燃料噴射装置。 ８．制御弁（３１，４５）が、内燃機関の停止後に高圧蓄え室（７）の圧力を 減圧させる目的で、高い周波数で制御される、請求項１から７までのいずれか１ 項記載の方法。 ９．個々の噴射弁（１１）に設けられた制御弁（３１，４５）が、内燃機関の 停止後に高圧蓄え室（７）内の圧力を減圧させる目的で、順次に制御される、請 求項１から８までのいずれか１項記載の方法。[Claims]   1. A pump (1) is provided for pumping fuel to the high pressure storage chamber (7) , A pressure line is led from the high pressure storage chamber (7) to the injection valve (11), A control valve (31) for controlling fuel injection by the injection valve (11) is installed in the injection valve (11). The control valve (31) is mounted on the valve member (1) of the injection valve (11) for the purpose of control. 5) The pressure chamber (29, 323) provided in the injection valve (11) that loads the high pressure is stored. To the reservoir (7) or to the pressure relief line (35) to the reservoir tank (5) It reduces the fuel pressure in the fuel injectors used in internal combustion engines that are configured to be connected. Method for pressurizing, after stopping the internal combustion engine and ending pumping of the pump (1) After that, the pressure in the high-pressure storage chamber (7) is adjusted via the control valve (31) to the reservoir tank (5). To the pressure chamber (29, 29) of the injection valve (11) by means of the control valve (31). 323) to the high-pressure storage chamber (7) for a short time, or to the reservoir tank (5 ), And in this case the valve member (15) of the injection valve (11) is opened in the negative direction. The load pressure is maintained below the opening pressure of the injection valve (11) and the control valve (31, 323) ) This control process is performed to obtain the desired reduced pressure in the high pressure storage chamber (7). For reducing the fuel pressure in the fuel injection device, characterized by repeating up to Law.   2. A fuel injection device for carrying out the method according to claim 1, wherein an injection valve ( 11) is provided with two pressure chambers for loading the injection valve member (15), Of the force chambers, the first pressure chamber (23) that loads the valve member (15) in the opening direction is It is constantly connected to the pressure chamber (7) and forms the control chamber (29) and the valve member (1 The second pressure chamber loading 5) in the closing direction was formed as a 3-port 2-position valve It can be connected to the high pressure storage chamber (7) or the pressure release chamber (5) by a control valve (31). A fuel injection device, characterized in that:   3. A fuel injection device for carrying out the method according to claim 1, wherein an injection valve ( 11) is provided with two pressure chambers for loading the injection valve member (15), Of the force chambers, the first pressure chamber (23) that loads the valve member in the opening direction is the high pressure storage chamber. Always connected to (7), forming control chamber (29) and closing valve member (15) A second pressure chamber loaded in the chain direction has a connecting line (49) with a first throttle (47). ) Is constantly connected to the high pressure storage chamber (7), and the second pressure chamber is Can be connected to the pressure relief chamber (5) by means of a control valve designed as a port 2 position valve (45) A fuel injection device characterized by being capable.   4. A fuel injection device for carrying out the method according to claim 1, wherein an injection valve ( 11) is provided with a pressure chamber (323) which loads the valve member (15) in the opening direction. The pressure chamber (323) is formed as a 3-port 2-position valve (31) A valve is connectable to the high pressure storage chamber (7) or the pressure release chamber (5). A fuel injection device.   5. A pressure that opens in the direction of the pressure release chamber (5) is applied to the pressure release line (35) communicating with the pressure release chamber (5). 5. The fuel injection device according to claim 4, wherein a force valve (53) is arranged.   6. The control valve (31, 45) has an electromagnet (3) for operating the control valve (31, 45). 7), which electromagnet (37) processes the operating parameters of the internal combustion engine. 5. A control device (39) according to any one of claims 2 to 4 for controlling. The fuel injection device described.   7. A pressure sensor (43) connected to the control device (39) is provided, 7. The pressure sensor (43) is preferably inserted in the high pressure storage chamber (7). The fuel injection device described.   8. The control valve (31, 45) controls the pressure in the high pressure storage chamber (7) after the internal combustion engine is stopped. A high frequency control for the purpose of reducing the pressure, any one of claims 1 to 7. The method described in the section.   9. The control valves (31, 45) provided on the individual injection valves (11) are After stopping, the pressure in the high-pressure storage chamber (7) is reduced in order to reduce the pressure, The method according to any one of claims 1 to 8.
JP8519396A 1994-12-20 1995-06-01 Method for reducing fuel pressure in a fuel injector Pending JPH09509716A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4445586A DE4445586A1 (en) 1994-12-20 1994-12-20 Method for reducing fuel pressure in a fuel injector
DE4445586.0 1994-12-20
PCT/DE1995/000713 WO1996019659A1 (en) 1994-12-20 1995-06-01 Process for reducing the fuel pressure in a fuel injection system

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JPH09509716A true JPH09509716A (en) 1997-09-30

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US (1) US5711274A (en)
EP (1) EP0745184B1 (en)
JP (1) JPH09509716A (en)
KR (1) KR100378722B1 (en)
DE (2) DE4445586A1 (en)
WO (1) WO1996019659A1 (en)

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EP0745184A1 (en) 1996-12-04
KR100378722B1 (en) 2003-06-19
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US5711274A (en) 1998-01-27
DE59504070D1 (en) 1998-12-03
KR970701309A (en) 1997-03-17
WO1996019659A1 (en) 1996-06-27
DE4445586A1 (en) 1996-06-27

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